Car-replacer



D VE/Wm ym 4 7M UNITED stares PATENT OFFICE, :5

WILLIAM H. MCGINLEY, or PLEASANT BEACH, NEW YonK.

cAn-nErLAoEn.

Specification of Letters Patent.

- Patented my 17, 1921.

Applicationfiled December 11, 1920. Serial No. 429,988.

taken'in connection with the accompanyingv drawin s, is a scriptlon. V

Th1s invention relates to certain lmprovefull, clear, and exact dements in car replacers of the class set forth in my pending application Serial No. 2332,24 5, filed October 21, 1919, and allowed under date of November 5, 1920, except that the leader plate, while removable from the base plate, is held against lateral swinging movement and the final replacement of the car wheels, after riding up the inclined leader plate, is effected by means of a switch point which is movable into and out of registration with each of the guide rails of said leaderplate, to permit the replacer to be used at the inside or outside of either rail of the track.

ft is important that the heel of the switch point be positioned in a definite relation to the ball of the rail when the replacer is set for replacing the car upon the track, and one of the objects of the invention is to provide a gage which is reversible for engagement with either side of either rail, to hold the base plate, with the switch point thereon, a predetermined distance from the ball of the rail.

Another object is to provide means for transmitting motion from the gage plate to the switch point to shift the latter from one extreme to the other as the gage plate is reversed and to lock said switch pointin tional view of the switch and underlying portions of the base.

Fig. 3 is a horizontalsectional view of the switch point, showing its operating cam in top plan.

Figs. 1-, -5i and 6 are transverse vertical sectional views taken, respectively, on lines lt-+4, 5-5 and 6- 6, Fig. 1.

As illustrated, this car replacer comprises a base plate 1-, a leader plate -2, a switch point -8,, means for operating the switch point and suitable means forclamping the base plate to either of the rails, as

A-, of the track. a

- The base plate -1 is elongated length-1 wise of the track and tapered toward one end, which will hereinafter be termed the heel of the plate, themain body of the base plate being provided with a substantially fiat upper face 4:.,- which is inclined from the wider end toward the heel, for re-.

ceiving and supporting the leader plate -2-- ina parallel inclined plane. 1

The opposite sides of the intermediate portion of the main body are provided with laterally projecting spacing lugs -5-' for en aging the web of the rail A-- and holding the edge of the base platei'a predetermined distance therefrom. The front end of the base plate -1 is provided with I a serrated lower gripping face 6, adapt ed to rest upon one of the ties, as B, to hold the plate against slipping during the replacing of the car thereby.

The rear-end of the heel of the plate is provided with a recess 7 in its lower side for receiving a gage plate -8- which ispivoted to the under side of said base plate for horizontal swinging movement into and out of engagement with the web of the rail 'A--, to hold the adjacent end of the base a predetermined distance from the rail, said gage plate being provided with pendent flanges -9- and 10- at opposite ends thereof, for engagement, respectively, with. the lower flange of the rail 'A. and with the adjacent tie B, as shown more clearly in Fig. 4, thereby constituting additional support for the heel of the base plate upon the tie and rail.

The leader plate 2- extends lengthwise of and upon the greater portion of the main body of the base plate and is also tapered from its front end to its rear end to correspond to the taper of said base plate and is providedealong its oppositelengthwise edges with raised flanges 1l converging rearwardly from the front end of of considerable less depth than the vertical height of-the frame, to enable the wheels ofth'e'truckto enter freely and easily upon the leader plate, as the car is propelled forwardly in the act vof replacing the same upon the track; I The inclination of the upper faces of the base plate 1 and leader plate 2 is'such that the combined depths or vertical thickness of the rear end of the leader plate and underlying portion of the base plate are considerably greater than the height ofthe rail, or at least slightly greater than the combined depth of the rail and radialdepth of the flange of the wheel, so that the upper faces of the rear ends of the flanges 11- will be disposed in a'horizontal plane a distance above that of the top of the rail greater than the depth of the flange of the wheel, to allow the flange of the wheel, which is displaced at the outside of the track, to ride over the ball of the adjacent rail, it being understood that thevertical depth of the flanges 11- is slightly greater than the flange -a-- of the wheel.

V The rear end of the base plate 1 is also provided with a pair of flanges 12 along opposite edges thereof, to form continuations of the flanges 11, except that they are: somewhat narrower transversely, to form recesses 18, for receiving the free end of the switch point 3, so that when the switch point is shifted into either recess, its inner face will form a continuation of the inner face of the corresponding rib 11-, thereby assisting said ribs in defleeting the wheels of the truck toward the respective rails, as they move along and upon their respective leader plates -'2.

This leader plate 2- is removably mounted upon the inclined upper face l-- ofthe base plate 1, to permit it to be removed and. used individually on paved streets and in other places where it might.

underside of the leader plate and are adapt- -ed to enterv apertures 16 in the base plate, as shownmore clearly in Fig. 6-.

The front ends of the flanges -12 on the base plate 1 extend upwardly above the adjacent ends of the inclined face 4 a distance corresponding approximately to the height of the flanges l1, while the rear ends of said flanges 12 are inclined downwardly and rearwardly and terminate on a substantially flat platform -1'Z on the rear end of the base plate some distance. forwardly, from the rear end thereof, to allow the wheel, which may be riding thereon, to gradually descend to the ball of the. rail for replacement, after it has been urged or deflected laterally by one of the flanges 11 and switch point 3- sufliciently to aline with its rail.

An upright pivotal pin 18 is centrally journaled in the rear end of the-base ,'plate 1 or in the platform -17 and extends beyond the lower and upper faces:

thereof, the portion of'the pivot'al'pin immediately below the platform -17 being of annular cross-section for engaging a similar formed aperture 19 in the gage plate -8 which is held against axial displacement from said pivotal pin by a cotter key -20, the portion of the pin-just above the upper face of the platform -17be-' ing also of angular cross-section and en gaged in a similarly formed aperture 21:-- in a cam member -22- which rests upon the upper face of the platform 17 to turn with the pivotal bolt 18.

The switch point 3 is journaled at its rear end upon the upper end of the pivotal bolt -18 directly over the camv 22- to permit its front point to swing laterally into and out of alinement with either of the ribs l1-, the upper end of the pivotal bolt -18-- being enlarged to fit into a corresponding recess 23 in the upper face of the switch point -3-,

to hold the latter against upward-displacement.

V The intermediate portion" of the switch point 3 is extended downwardly some distance below the upper face of the cam 22? and is provided with opposite abutments 24e'at the rear of the cam and in close proximity thereto, for engagement byv radial projections 25 on opposite sides of said cam, as the latter is rocked in, reverse directions for shifting the switch point to and locking it in either of its extreme positions. I

It is now apparent from the foregoing description that the gage plate 8 may be rotated about the axis of the pivotal pin --18 through an arc of approximately 180, to permit the replacer to be used at the inner or outer side of either rail and that this rotary'movement will be transmitted by the pivotal pin to the cam -22- and that by spacing the projections ---25- a suitable distance apart the reversal of the gage plate 8 from one position to another will' cause them to engage the abutments;-24 and thereby shift and lock the switch point to and in either of its extreme positions.

That is, the angular movement of the-cam disk --22 is the same as that of the gage plate ,8, while the arc of movement of the switch point 3 is considerably less, and in order that the gage plate and cam may be free to move through an entire arc of 180 and, at the same time, to shift and lock the switch point in its shifted position, the shoulders or projections 25 are arranged at an angle of considerably more than 180 corresponding to' the distance between the abutments2% and to the angular movement of the switch point.

It, therefore, follows that when the gage plate -8- is adjusted to one position at right angles to the longitudinal center of the base plate -1, one of the shoulders -25- will have engaged and shifted the switch point into registration with one of the flanges l1 and that, when the gage plate is reversed, the other shoulder 25 will have engaged and shifted the switch point into registration with the other flange 11 and that in both positions of adjustment of the gage plate, the switchpoint will be firmly held in its adjusted position.

Suitable means is provided for clamping the base plate -1 to either of the rails and, for this purpose,the base plate is provided with a transverse opening -26- through:

opening 29 for receiving a wedge key 30- which engages the adjacent upright face of the base plate to cooperate with the hook-shaped extremity 28 in holding the base plate in fixed relation to the rail -A.

It is evident, however, that this clamping device may be reversed relatively to the base plate, to permit the replacer to be used either at the inside or at the outside of either rail and that by pivoting the switch point 3 in the longitudinal center of the base being-clamped to the inside of the rail, while the other is clamped to the outside, according to the displaced positions of the wheels.'

For example, the'replace'r at the outer side of the rail would be set to'allow the tread of the corresponding wheel to ride upon the rib l1- nearest the rail, while the flange of the same wheel'would travel in the space between the rib and rail and the switch point would be shifted into registration with the opposite rib On the'other hand, the-other'replacer would beset a similar distance from the inner side of its rail to permit the flange of the adjacent wheel to ride up the inclined face of the leader plate between the ribs 11, so that its tread'portion may overhang the rib nearest the rail as the wheelapproaches the top fof' the incline, during which travel, the inner face of the wheel flange willgride against the inner face of the flange 11 farthest from the corresponding rail and will, therefore, gradually crowd both wheels toward the rails as they are elevated above the balls thereof when reaching the top of the incline, it be ing understood that the switch point for the replacer at the inner side of the rail is registered with the rib 11 farthest fromthe rail and serves to give the final crowding eifect of the adjacent wheel over and upon its rail, at which'time,,th'e other wheel will be registered with the adjacent rib, thereby replacing both wheels simultaneously. I l

' Inorder that this operation may be clearly understood, Fig. 4- may be regarded. as showing the replacer at the inner side of one rail, while Fig. ''5- may be considered .as showing a companion replacer at the outer side of the rail, portions of the car wheelsbeing shown by dotted lines in the positions which they would assume when reaching the top of the incline of the replacer, about ready to leave the rear end of said replacerfor: shifting the wheels on to their respective rails as' the one between the rails continues to ride along and against the side of the switch point nearest the corresponding rail, the rear ends of the ribs or'flange 12 being inclined downwardly at the sides of the switch point, to allow.

the wheels to. gradually drop onto the track.

During this replacing operation, the inner rib or flange 11-'of the replacer at the inner side of the rail and the switchpoint -3-' registering with said rib actually constitutes the means for crowding'the flange of the corresponding wheel gradually toward its rail until the tread of that wheel overhangs the ball of the rail, as shown by dot-' tedjlines in Fig. 41, at which time the flange of the other wheel onthe same axle will have been shifted or drawn in the same direction until it overhangs the ball of the adjacent rail, so that, as the car continues to move rearwardly over the replacer, its wheelslwhich have been/riding up the in cline. on the replacer will be gradually brought to position to drop on the track when leaving the rear end of the replacer.

It is now clear that .the replacers for the inside and outside of the rails are identical and may be interchanged or used at either Side of either rail and that, while the construction shown is particularly eflicient in speedily replacing the car upon the track, it is evident that various vparts thereof may be altered without departing from thespirit of this invention.

What I claim is: r v

1. In a car replacer in combination wit a rail, a base section supported along one side of the rail and having a longitudinally inclined upper face, a leader plate resting on said inclined face and provided with raised ribs along its opposite edges in spaced relation and converging toward one end, means for clamping the base to the rail and a switch point pivoted to the base and movable into and out of registration with each of said ribs.

2. A car replacer comprising a base, having a longitudinally inclined upper face, a switch point pivotally mounted on the base to swing horizontally, a gage plate rotatably mounted on the base for engaging the rail of the track and holding the replacer a definite distance therefrom and means for transmitting rotary motion from the gage plate to the switch point.

3. In combination with the rail of a track, a car replacer along side of the rail having a longitudinally inclined upper face, an upright spindlejournaled on the base, a switch point mounted to the spindle and extending toward'the lower end of the inclined face,

a gage platealso secured to the spindle to engagement with the rail, a switch. point loosely mounted on the spindle and extending therefrom'towardthe lower end ofthe incline and lmovable laterally from side to side of the base, and means for transmitting rotary motion from the gage plate to the switch point. -c

5. In combination with therail of a track, a car replacer extending lengthwise'of the track,- means for holding the replacer a definite distance from the rail, including bosses projecting from opposite sides of the replacer for engaging the web ofthe'ra'il,

said replacer having raised ribs along its opposite longitudinal edges in spaced relatlon and converglng in one direction.

6., A car replacer having an inclined upper surface and spaced lengthwise ribs 0on verging toward the higherend ofthe inw cline, a switch point pivoted at one end and having its other end movable into and out of registration with each of theribs,

and a gage plate for holding the replacer a definite distance from the rail.

7 A car replacer having an inclined up-' per surface and spaced lengthwise ribs converging toward the higher end of the in cline, a switch point pivoted at one end and having its other end movable into and out of registration with each of the ribs, and

a gage plate for holding the replacer a definite distance from the rail, said gage and having its other; end movable into and out of registration with each of the ribs,

and a gage plate for holding. the replacer a definite distance from the rail, and connections between the gage plate andswitch point for holding the latter in one of its shifted positions. 7

9. A car replacer comprising a base having a longitudinally inclined upper face and spaced lengthwise ribs converging up the incline, a switch point pivoted at one end to the baseand having its opposite end movable into and out of registration with each of the ribs and a clamping member passed through the base beneath the switch point for clampingthe replacerto.

a rall. 4 r v p 10. A car replacercomprising abasehaving an inclined upper face, a-leader plate detachably mounted upon the inclined face and provided with spaced lengthwise ribs converging up the incline, a switch point pivotally mounted upon the base at the higher end of the leader plate and movable into and out of registration with each of the ribs, and means for clamping the base to a rail.

11. A car replacer comprising abase having a longitudinally inclined upper face, a leader. plate mounted on the inclined face and provided with spaced lengthwise ribs converging up the incline, a gage plate mounted on the under side of the heel of the base for engaginga rail and a clamping member passed through the base in front of the gage plate for clamping. the replacer to the rail.

12. A car replacer comprising a basechaving a longitudinally inclined upper face, a

leader plate mounted on the inclined face and provided with spaced lengthwise ribs converging up the incline, a gage plate mounted on the under side of the heel of the base for engaging a rail and a clamping member passed through the base in front of the gage plate for clamping the replacer to the rail, and a switch point mounted on the wheel of the base and extending for- V wardly over the top of said clamping mem- 10 her and movable into and out of registration with each of said ribs.

In witness whereof I have hereunto set my hand this 30th day of November 1920. WILLIAM H. MOGINLEY. Witnesses:

H. E. CHASE, M. L. QUINELL. 

